Windmill.



Patented July 2, MN.

A. A. E. STEBZING.

wmnmLL.

(Application filed Aug. 2, 1898) (Ila Model.) 8 Sheets-Sheet 2.

INVENTOR l ITNESSZL x No. 677,747. Patented July 2, IBM. A. A. E.STERZING.

WINDMILL.

(Application filed Aug. 2, 1898.)

8 Sheets-Sheet 3.

(No Model.)

aH'NES-SES: V. $75

No. 677,747. 1 Patented July 2, l90l.

' A. A. E. STERZING.

WINDMILL.

(No Model.) (Application filed Aug. 2, 1898.) 8 sheets s'haet 4.

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' A. A. E. STERZING.

WINDMILL.

(Application filed Aug. 2, 1898.)

8 Shaats-Sheot 5.

(No Model.)

mvzmon W414 I No. 677,747. Patented July 2, I90l.

A. A. E. snnzme.

WINDIMLL.

(Application filed Aug. 2, 1898.) (No Model.) 8 8heets5heot 7.

Z'ZITIiE'SSEEZ I J .J. 35%:

- foundation for a circular track 2, centrally UNITED STATES 1 PATENTFFIoE.

ALBERT AUGUST ERNEST STERZING, OF NEW YORK, N. Y.

WINDMILL.

SEECIFICATION forming part of Letters Patent N 0. 677,747, dated July 2,1901. Application filed August 2, 1898. Serial No. 687,496. (No model.)

T0 ctZZ whom, it may concern:

Be it known that 1,-ALBERT AUGUST ERN- EST STERZING, a subject of theQueen of Great Britain, and a resident of New York, in the county of NewYork and State of New York, have invented certain new and'usefulImprovements in Windmills, of which the following is a specification.

My invention relates generally to windmills; and itconsists,specifically, in certain features of construction and combinations andarrangements of parts to be hereinafter described;

One embodiment of the invention is illustrated in theaccompanyingdrawings,throughout the several views of which like figuresindicate corresponding parts.

Referring to the drawings, Figure 1 is a View in side elevation, partlyin section, of a windmill constructed in accordance with myinvention.Fig. 2 is a front elevation, partly in section, of. the same. Fig. 3 isa plan View of the rotating platform with the wind-wheel, &c., removedand showing the vane or tail and some of its operating-gear. Fig. 4 is arear view in elevation of the vane or tail with its inclosing casingremoved. Fig. 5 is a detail sectional View of the speed-governor andsome of the cooperating mechanism. Fig. 5 is a detail view'of thebrake-operating toggles. Fig. 6 is 'a similar view of the frictionclutchand brake mechanism. Fig. 7 is a horizontal sectional view of the same.Fig. 8 is a similar view taken on a lower horizontal plane. Fig. 9 is avertical sectional view taken on the line 8 s of Fig. 5. Fig. 10 is asimilar view taken on the line 3 s of Fig. 7. Fig. 11 is a plan View ofthe table of the gravity-trip and clutch-shifting gear; and Fig. 12 is afragmentary view in detail of the hub of the wind-wheel, showing mannerof mounting the spokes, &c.

In the drawings, 1 represents a suitable within which and suitablysupported by braces bearings-3 are provided.

A platform or-table 4, mounted on the circular track, is provided with aseries of rollers 5 5 to render it freely rotatable thereon. Theplatform is centered and sustained against with engaging conicalsurfaces.

upward pull or pressure by having a depending flanged sleeve 6 journaledin the bearings 8, above referred to.

'Any suitable gearing 7 may be mounted upon the platform fortransmitting power from the rim of the wind-wheel, which -may be toothedthrough the shaft 8 to machinery of any sort.

9 represents the wheel-tower, comprising twin supports, each consistingof a number of uprights or standards carrying bearings 10 10 for thehollow wheel-shaft 11. These bearings, as shown in Fig. 1, are arrangedin front and rear of the wheel, with the latter in perfect balancebetween them. In thus mounting the wheel all tendency of the wheelshaftto bend or yield under excessive Windpressure is obviated.

Referring to Figs. 6 and 7, 12 represents an automatic friction-clutchwhich connects the vane or tail with the wind-wheelthat is to say, theclosing and opening of this clutch serves to throw the vane-shiftingmechanism into and out of operation. is open,as illustrated,the vaneswings with the wind-Wheel as the platform turns,but it is renderedincapable of independent'movement under the influence of its containedactuating mechanism, as will be more fully described. When the clutch isclosed, however, the vaneactuating mechanism is thereby connected withand driven by the wind-wheel and operates to shift the vane, wind up themotor for returning the same to its normal position, and throw the wheelout of the wind, in which position it remains until the speed ofrotation is reduced to normal. sists of two members 13 and 14, providedThe interior member 13 is keyed or otherwise fixed upon the reduced endof the hollow wheelshaft. The exterior member 14is fixed upon -to rotateand shift with the clutch-shaft 15,

which latter extends through the'hollo'W wheelshaft and is movable inthe direction of its length through mechanismto be'later on described.

Ordinarily in the operation of a wind-wheel the regulation of the speedis effected through the action of a governor controlling the vane, andwhile such mechanism may serve to prevent excessive speed, &c., it failsto respond When the clutch This clutch conand its action is inefiectivewhere the wind-- pressure suddenly increases or comes in puffs. As shownin the drawings, aspeed-governor is here employed in automaticallycontrolling the shifting of the vane, but it is not directly connectedwith the same, there being interposed in the line'of connections betweenthese devices an automatic trip 16. This trip is designed to actindependently under excessive wind-pressure and is operatively arrangedto close the clutch either independently or in cooperation with thegovernorthat is to say, when the wind-pressure increases suddenly thetrip operates independently, but where such increase is sufficientlygradual to allow the governor to respond the latter serves to operatethe trip, and it in turn actuates the clutch. The trip comprises aninclosing casing 17, (see Figs. 1, 2, 5, and 9,) mounted to be freelymovable in a horizontal plane upon rollers 18 18, which run over acircular table 19, the latter being suitably supported from thewheel-tower frame. The casing is provided with a lug 17, which travelsbetween stops 19 19 of the table, and thereby limits the rotary movementof the trip-casing. In horizontal section the upper or exposed portionof the casing is approximately triangular and presents to the wind twoinclined diverging surfaces which are more or less concaved and isWeighted at 20 by an increased thickness of shell, and thereby normallysustained in an upright position against ordinary windpressure. Thecasing, in addition to its free movement about a vertical axis, has alimited rocking action or oscillation on trunnions 20, which latter areindicated by dotted lines in Fig. 5. Thus it will be seen that by reasonof its peculiar shape the casing, in a manner similar to a weather-vane,will be at all times self-maintained in the wind and under a suddenincrease of wind-pressure will be tripped or rocked on its trunnions.The last-mentioned movement is utilized to close the clutch; but as amere dip of the casing would prove ineffective for this purpose it isnecessary to maintain the casing in its adjusted position until thepressure of the wind decreases. This is accomplished through theemployment of a series of movable spherical weights 21, lying in runways22 22, 850., the inclination of which latter is suitably varied to causethe weights in shifting to move successivel y rather than collectively,thereby avoiding shock or strain upon thevstructure.

YVhen the trip is actuated through the cooperation of the governor 24,its oscillation is positively controlled by a main shifting weight 23,connected by gearing 25 with the governor-clutch 24. This weight 23 istoothed alongits under side for engagement with the gearing 25,connecting the weight with the governor-clutch, and is provided withrollers 23, running in guides or tracks 23". Normally this weight ispreferably centered or balanced with relation to the trunnions of thecasing, thus permitting more or less freedom of movement of the latterwhen acting independently of the governorto close the main clutch. Atrain of gearing 27 serves to connect the hollow wheel-shaft with thegovernor,and when, therefore, the pressure of the wind increasessufficiently the governorclutch will be closed and motion will betransmitted through the same to the gearing 25 to shift the main weight23 toward the left or in the direction of the wind-wheel. This actionresults in rocking the casing toward the wind wheel and causing thesmaller weights to shift, thereby temporarily maintaining the casing inits adjusted position.

Referring to Figs. 5 and 9, 28 and 32 represent two depressibletrack-sections movable through openings in the table 19 and supportedbeneath the table by having depending extensions 29 32 therefrompivotally connected to an arm 31*, which latter is pivotally hung in abracket-support 31 projecting from the tower-frame. These track-sectionsare designed to control the vane-clutch 13 14 above referred to, alsothe frictionband brake 33 of the vane-shifting gear. Normally the longersection 28 is elevated and projects through the opening in the table,while the short section 32 is proportionately depressed, and with theseparts thus sustained the vane-clutch is open and the friction-brakeapplied. This relation is maintained until the trip acts, causing itsspringmounted wheel 28 to depress the track-section 28, and thereuponthe clutch is closed and the brake thrown o'ii, as will be herein aftermore fully described.

The track-section 28 is operatively connected with the movable clutchmember 14: through the depending track extension 29, levers 29 29,crank-arm 29, rock-shaft 29, and forked arm 30, engaging a loose sleeveupon the end of the clutch-shaft 15. When, therefore, this track-sectionis depressed, the shaft 15 is shifted toward the left, as viewed inFigs. 5 and 6, and the clutch is closed. Referring to Fig. 11, it willbeseen that the track-section 28 is sufficiently long to allow for play ofthe clutch-trip casing under the action of the wind, but this movementis limited, as before stated, by thelug 17' playing between the stops ofthe table.

The short track-section 32 is operatively connected with the brake band33 through the depending track extension 32, cable 34, and levers 35 35,and as the track-sections are shifted from their normal position thefree end of the lever 35 is moved in the direction of the arrow (seeFig. 10) to loosen the friction-band and allow'the gearing to run free.This brake is appliedthrough the weight of the long armof thebrake-lever 35 in causing the friction-band to grip the drum.

When the main clutch is closed, the vane will be shifted into the wind,thereby throwing the wheel out, and in consequence causing a reductionin the speed of rotation of the latter and the subsequent opening of thegovernor-clutch above referred to.

The upper member of the governor-clutch is geared with a toothedcylindrical weight 36, which latter being thus driven travels upwardupon a screw-shaft 37, depending from the circular table 19. The weightis self-returning and in its downward movement 00- operates, inconnection with the springs of trip-wheel 28?, to restore the casing toits normal position by reversing the gearing 25, and thereby shiftingthe weight 23 toward the right, as viewed in Fig. 5. As the trip-casingresumes its normal position the small spherical weight-s shift andpressure is removed from the track-sections, which become selfadjustedinto operative relation with the tripwheel 28, and at the same time thevaneclutch is opened and the friction-band brake applied.

It is desirable to temporarily retain the weight 36 elevated after ithas moved upwardthat is to say, after the release of thegovernor-clutch-for the purpose of preventing the sudden return of thewheel into the wind, and to accomplish this a light frictionbrake 38 isemployed, it being in the form of duplicate brake-shoes, carried bytongs, pivoted at 39, and operated through toggles 40, levers 41 42, andplunger-rod 43, the latter being engaged by the vertically movablegovernor-shaft 44.

The governor here illustrated is the ordinary ball type and, if desired,may be provided with an additional pair of weights 45,

sliding upon pivoted arms 46, movable over pulleys 47, as illustrated inFig. 9.

53 represents an adjustable vane by means of which the wheel is held inor caused to swing out of the wind, according to the speed of rotation,and comprises a frame partially or wholly incased by a light-weightcovering of sheet metal or other material and mounted to turn about thepivotal center 54 under the action of a train of gearing 55, driven fromthe main clutch. This gearing terminates in an intermeshing worm andworm-wheel 56 56, through which motion is transmitted to a toothedpinion 57, working in a curved rack 57*. To return the vane to itsnormal position after being shifted, a motor in the form of a series ofweights 66 is employed. These weights are carried by a continuous cable67, running over pulleys 68 and having one end secured to the frame at69 and the other being attached to a drum 69., formed in part with aworm-wheel of the gearing above referred to. Thus it will be apparentthat as the gearing is operated to shift the vane the drum will take upthe cable, thereby raising the weights, and upon the release of the mainclutch these weights will descend unless checked by the friction-brakeand reverse the motion of the gearing, thus bringing the vane back toits normal position. The WOl'IH? gearing employed serves to lock thevane against being shifted independently of the carrying-platform bywind-pressure.

The wind-wheel is formed by a series of sails of sheet metal or canvascarried by rods or cables secured at their outer ends to the rim of thewheel, while their inner ends rest in slots of the hub-flanges and aresecured by adjustable eyebolts in brackets arranged about the hub of thewheel. To obtain high efficiency, these sails are given more or lesspitch or twist by the arrangement of the cables or rods, as indicated bythe dotted lines in Fig. 1 of the drawings.

The operation may be described as follows: 0 wing to the peculiar formof wheel employed and to the freedom of movement of the main platformthe entire structure will readily swing or veer to bring the wheel intothe wind, and when thus adjusted the wheel will run free under theinfluence of the wind until its speed of rotation becomes excessive, andat such times the governing mechanism, acting automatically, regulatesit by closing the main clutch, either through the direct action of thetrip or indirectly by the governor, thereby throwing the vanegearinginto operation, which results in shifting the vane into the wind andthrowing the wheel out. Assuming that the speed of rotation of thewind-wheel has graduallyincreased until the governor 24, driven throughthe train 27, has been speeded up to a point where it is about to act,the regulating mechanism becomes effective by the action of the governorin closing its clutch 24. The upper member of this clutch beingoperatively connected with the trip-weight 23 through the gearing 25 anddirectly geared with the cylindrical weight 36 at once imparts motion tothe same, causing the tripweight 23 to move toward the left, as viewedin Fig. 5, and the cylindrical weight 36 to ascendthe screw-shaft 37.The screw-shaft is provided with a high-pitch thread sufficiently coarseto permit antifriction-rollers or ballbearings carried by the weight towork therer in, as indicated at 36 36. As the casing 17, &c., is trippedby its weight 23 shifting under the action of the governor-driven gearing, the spring-mounted wheel 28 depresses the long track-section 28,which latter in moving downward causes the short track-section 32 tobecome proportionately elevated through the connecting-lever extensions,&c., 32 29 31 and these parts are held thus relatively adjusted by thetrip through the medium. of its various movable weights 21 23 inshifting toward the left or depressed side of the casing, as has beenpreviously described. In re- .versing the position of the track-sectionsthe main clutch is closed through the cooperation of the various levers,&c., 29*, 29*, 29, 29, and 30, connecting the longer track-section 28with the clutch-shaft 15, which latter becomes thereby shifted in thedirection of its length, as above described, to bring the clutch members13 14 into engagement. At the same time the rise of the shorttrack-section serves, by

reason of its connection through the parts 32, 34, and 35 with thebrake-lever 35, to release the brake-band 33. The vane driving-gearbeing now free and operatively connected with the wind-wheel, motion isimparted through the same to rotate the pinion 57, mounted upon thevane-casing (see Figs. 3 and 4) and meshing with a curved rack or qnadrant 57*, carried by the platform. Under the action of this gearingthe vane is adjusted from its normal positiont. e., at right angles tothe plane or face of the wind-wheeland moves into the wind and continuesin this direction until the wheel has shifted outof the wind and itsspeed becomes properly reduced. The drum 69, forming part of the motorfor automatically returning the vane to its normal position, isoperatively connected and driven by the vane-gearing during itsoperation, and in being thus driven winds up the cable 67 and elevatesthe several weights 66 66 66, &c. As above described, the adjustment ofthe vane causes the wheel to move out of the wind, but owing to thepeculiar shape of the tripcasing the latter device, actingin the mannerof a weather-vane, remains in the wind, and in consequence the rotationof the trip-wheel 28 to the track-sections changes, in that thesetrack-sections, together with the entire lower structure, partake'ot'the movement of the wind-wheel in shifting and the longer track-sectionpasses under the trip-wheel, which latter then engages and depresses theshort section, applies the brake 33 in the manner previously pointedout, and opens the main clutch, thereby preventing the reversal of thevane -gearing and maintaining the wheel out of the wind- As the speed ofthe wheel is reduced the governor 24 will act to open its clutch 24, andas the clutch-shaft 44 (see Fig. 5) moves downward it engages avertically movable plungerrod 43, and through the rocker-arm 42, rod 41,and toggles 40 causes the brake-shoes 38 38 to grip the cylindricalweight 36 and maintain it tern.- porarily in an elevated position uponits screw-shaft, or until the pressure of the wind has becomesufficiently reduced to allow the springs of tripwheel 28 to act inlifting the depressed side of the casing, and as this is effected theseveral small weights 21 21, 850., shift, causing the trip to resume itsnormal position. Pressure having been removed from the track-sections,the short section 32 remains depressed as the wheel 28 is carried upwardout of engagement therewith, owing to the greater weight of theextension 32,

cable 34, &c., as compared to section 28, and the brake 33 remainsapplied. The release of this brake is eifected by the descent of thecylindrical weight 36, which though somewhat checked by the engagingbrake-shoes 38' 38 travels downward and through its engage ment with theupper member of the governorclutch reverses the gearing 25 and restoresthe trip-weight to its normal position. At or near the lower extremityof its movement the weight 36 engages the free end of a lever 31,connecting with the track extension 32, and

' rocks the same, thereby pulling upon the cable 34 and releasing theband-brake. The vanegearing being now free to operate the severalweights act to reverse the travel of the vane, which again moves intoits normal position at right angles to the plane of the wind-wheel, andthe latter swings into the wind.

Having therefore described my invention, I claim- 1. In a windmill, thecombination of the Wind-wheel, the vane, gearing connecting the wheeland vane, a clutch forming part of said gearing, a governor, anautomatic trip and means whereby the trip controls the clutch throughthe action of the governor or independently under excessivewind-pressure.

2. The combination of the wind-wheel, a vane geared to the wheel, amotor mounted upon the vane and having its winding mechanism driven fromthe wind-wheel, a clutch forming part of the gearing between the wheeland vane, a governor, an automatic trip and means whereby the tripcontrols the clutch through the action of the governor or independentlyunder. excessive wind-pressure.

3. The combination with a wind-wheel, of a vane geared to the wheel,means by which the vane is rendered self-returning, a clutch formingpart of the gearing between the wheel and vane, a speed-governor, anautomatic trip, and means whereby the trip controls the clutch throughthe action of the governor or independently under the influence ofexcessive wind-pressure, as specified.

4. In combination, a wind-wheel rotatable about a horizontal axis, acarrying-platform rotatable about a vertical axis, a vane, means forreturning the vane to itsnormal position, gearing connecting the wheeland vane, a clutch forming part of said gearing, an automatic tripcontrolling the clutch, together with a speed-governor cooperatingtherewith, and a brake for the vane-gearing controlled by the automatictrip, as specified;

Signed at New York, in the county of New York and State of New York,this 9th day of July, A. D. 1898.

ALBERT AUGUST ERNEST STERZING.

Witnesses:

ERNEST V. PLATT, L. H. FOSTER.

